Multispeed drive with coaster-brake.



F. J. OLSEN. MULTISPEED DRIVE WITH COASTER BRAKEA APPLICATION FILED NOV-4.19]!- Patented July 1?, 1917.

3 SHEETSSHEET lm/ emr m. OLSEN. v MULTJSPEED DRIVE WITH COASTER BRAKE. APPLIFIATION FILED NOV- 41 I9H U Patented July 17, 1917.

3 SHEETS-SHEET 2.

a T@ I ms/2mm.

' m. OLSEN.

MULTISPEE D DRIVE WITH COASTER BRAKE. APPLICATION'FILED NOV. 4. 19 11.

Patentedluly 17, 1917,

sirai'rns rai'rnnr enrich...

FREDERIKJOI'LANNESQLSEN; 0F E-SKEBUERGGAARD, PEBSVEBGLLE, DENIWAR'KZ.

MUIZ'TDIS?EEDJ DRIVE? WITH! G'OASTZER'FBBAKE.

Specificatiom ofiIietter s Yatent;

Anp licatiomfiledllhoyemhen l, 19.11.. SerialNo. 558,622..

To, alt whom it'may concern Be it known that I, EREDERIK J-L OLSEN, a subject ofthe King of DenInark, residing at l1]skebj erggaard',.per Sveb6lle, Den1nark, have invented a new and! useful Multispeed Drive withCoaster-Bnale,of which the fbllowing is a specification...

Bicycle hnb s are already known in which the shifting of'the gearingis caused by back. pedaling, and in which. isfoundf a play in circumferential direction between an. inner. casing connected with, the sprocket. wheel and av sleeve which. canbe fifXcdomthe fiX dJ shaft, which play permits the -saidieleln ents to be somewhat. relatively tnrnedl with. 116* spect to each;other toefi'fe'cti the'changing of" the gear ratio,

The elements. in qnestioni in the hitherto known, hubsi of. this and similar. kindi. are,

however, not nsedas isthe case: with the;

present invention..-fbr tnansmitti'ng the,

working; thrust, and the thrust. by which.

the brake-.isactuatedL Suchan arrangement. affords a great; simplification. in. the construction; and greater, safety; in 1 working.

Further, free wheelfhubswithback pedal".- ingbrake are known, in. which. the. coupling member. eflecting the shiftihggof gearing. at; back: pedaling can enter. into scores of. difi'snent, depth: in: a! coupling tooth; ri'nn In such.

known d'evice,, however. the rider" will.

pedaling;- too. far. backward, return. to! thegearing used. at. the tiine. I'mthepresent invention,. however,-. this drawback. will. lie-- avoided,.becausesuch provisions have been, made. that repeated shifting, of." the, gearing. can. only. take. place when; after. back. pedaling, a forward. pedaling, has, each. time. been effected;

Int-he drawing,:.

Figure. 1 is a. longitudinal. sectionofthe. hub, a

Fig, 2.,is aninner hubTcasihg torbefiitrnlly. connected with the sprocket; wheel. with; a. coupling; member inserted. therei'n,.

Fig. 3, is a development, ofpart of the inner hub-casing, V

Fig. 4:. is a section, on the-lineA-Binv Fig, 3,, 7

. Fig. 5 isa sectionontherline C D Fig 3, Figs. (Sand. Tare modifications. of' the inner hubwcasi'ng, and.

Fig, .8 is a.'section.on the line E,'.EI.FFig .15. Fig. 9 is a. longitudinal: section through.

the center ofLEig ..6, partsqbeingtremovedi- ,Fig, 10, shows three elevationalf views of" the part 32 taken from, different. positions.

Fig. 11' is an elevation otdetails ofjmy. device... I

Fig, 121 is anelevatilonal. View of one ofthe. parts shown in. Fig. 11. V

Fig, 113 is. a cross section; showing, the: planetary gears.

The fixed. shazftia 1', is'provided with ascrew thread 72,. and a: cone 0- for a ball bearing supporting the inner hub-casing: 01.. On the. shaft a, is fastened. a disk. e, which. senvesgffor securing the. brake ring. f against rotation. A. gear 9 i'svjburnaled loosely on, the shaft. (1, between the screw thread 7) and the cone 0, which gear through axial" dis: placement of the sleeve, h. forming the. nut for. the thread 6,. can be coupled toor dis connected from the shaftc. For. this. purpose part1 of the; outer, surface: of. sleeve h is conershapedf,corresponding to a. hollow cone integralwith the gean The coupling.

off the. gear; 9, to. the shaftc isefi'ected' by the inflnence ofjthe spring by africtionring or. membermthe fnnctions of which willbe hereinafter. described. Aishoulderk onthe. shaft; or limits the. displacement to, the, left. of! the sleeve. 7L]...

m is a sleevewhich is guidedlon the shaft'nz and longitudin allfv displaceable onthesame. on the end; of which sleeve a slit springy ring. 7%.. is fastened, which ring. catches around the endofIthe sleeve; The left endioffthe sleeve m is providedfwith. scores 19,. Fig,j8, which actuate the projections 18. of' the. bodies 7?, which, are arranged. in, bonings..1.4c. in.the casing; 13. Saidbodiesare turnable. onstuds. 15. which; are preferably integralwith the casing, 13 andare provided. with eccentric cams 16. which, can. engage. the. brakering f andlwith. other; oppositely arranged cams 17, which can engage and actuate a cylindrical surface in the outer hub-casing.

When pedaling forwardly and thereby turning the sprocket wheel, the turning of the inner hub-casing d and the sleeve m, which'are coupled together in a manner described below, causes the teeth between the scores 19 to actuate the projections 18 and turn the bodies 19 around their studs 15 in such direction that the cams 17 bear against the cylindrical surface in the outer hubcasing 00, which is carried along by friction. On back pedaling the sleeve m actuates the projections 18 and turns the bodies 39 in the opposite direction; the cams 16 bearing against the brake'ring f and expanding the same so as to effect braking.

The casing 13 is supported by two ballbearings, one of which has a series of balls 20, which roll in the outer hub-casin w, the other. having a row of balls 21 rolling between a cone on the brake disk Z, and a ring, 22which is interposed between the ends of the parts of the casing 13 protruding between the bodies 29.

The sleeve m is acted upon by a spring a, Fig. 1. The inner hub-casing cl is provided v with apertures g, Fig. 2, in which the gears u, Fig. 1, are j ournaled on pins 2). The said gears mesh on one side with the sun-gear g, and on the other side with an inner toothrim to integral with the outer hub-casing 00.. The sleeve m is provided with two proj ections z, entering into grooves in the inner hub-casing d. The left end of this latter is provided with a number of grooves 1 forming parts of a screw line with a high pitch.

: The projections 2 on the sleeve m correspond 40 with regard to their shape to the cross section of the grooves 1, so that they can slide in the same, which will be understood from Fig.2. Two of the said grooves 1 are somewhat longer than the others, and these are arranged diametrically opposite to each other. The intermediate grooves 2 are shorter. The hatched parts 4, 5, 6 and7, in Fig. 3, show some places where half of the wall of the casing d has been cut away in order to provide a connection between the grooves 1 and 2, so that the projections z, the height of which is less than half of the wall thickness of the casing d, can be transferred from one 'groove to the other.

. gear 9 is coupled to the fixed shaft (1. 6O

through the inner tooth rim w to the outer hub-casing at augmented speed. The bodies The grooves 3 serve for introducing the 1) which are actuated by the sleeve in and while during rotation of the sprocket wheel tend to actuate the hub-casing for forward motion, will not, in this case come into action, because the hub-casing is driven forwardly by the gears at augmented speed, thus running ahead of bodies 12.

If now during the forward running by momentum the cranks, and with them the sprocket wheel and the inner hub-casing d are kept stationary, the motion of the tooth rim 20 will through the gears u be transmitted to the ear 9, which is thus turned backwardly. Owing to the friction between the conical surfaces of the sleeve h and the gear 9, the sleeve h, is shifted a short distance and is displaced to the left. The gear can hereafter, as long as the free runnin is carried on, be freely turned on the shaft (1. If thereupon forward pedaling be effected, the inner hub-casing (Z turns, by means of the projections z, the sleeve m, and therewith the springy ring 17. fixed on the same, which again screws forwardly the sleeve h to renewed engagement with the gear 9.

If now the ratio of transmission or relative speed between the sprocket and the hub is to be changed, the rider must pedal backward far enough to render the brake mechanism f active. Thus the sleeve 72?. is kept stationary as will be clear from Fig. 8, in which is shown the engagement between the projections at the left end of the sleeve m and the brake mechanism. A further turning backward of the inner hub-casing (Z causes 1 the projections z to slide along the grooves 1, whereby the sleeve on is displaced a distance to the left. The projections follow the grooves 1 until they reach the connection grooves 1, Fig. 8, and hereby slide into one of the grooves 2, in which they slide on and p ass through the connection-groove 5 into the position 2" in the next groove 2, in which position they are retained. On further ba ck pedaling braking is effected with. full power. On subsequent forward pedaling the projections z are displaced, owing to the influence of the spring 8 on the sleeve m, into the position .2 in which they are retained until the next In the position .2, of the back pedaling. projections .2, the sleeve on is displaced so much to the left, in relation to the position shown in Fig. 1, that the ring it cannot actuate the sleeve h. This is now by the springz' pressed against the shoulder is.

On subsequent forward pedaling the movement is directly transmitted through the inner hub-casing (Z, the projections 2, the sleeve m and the bodies 72 to the outer hub-casing On subsequent back pedaling the sleeve on is, by the brake ring 7, prevented from turning farther backward, while a further turning backward of the inner hub-casing d causes the projections 2 to move from the position .2 through the connection-groove 2, intothe long grooves 1i, andihave now relturned to the first described; position, in, which again anengagement; between thering a and the sleeve intakes placel i The. turning, performed by the inner hub-casingwl, before} the brake comesintoaction with'full; power,

is used for, imparting to the sleeve m; an; axial displacement, whereby the ring, n, is. moved into or out of engagement with the; sleeve h, which changes the ratio; of transg, mission of thegearing. p

Inthe modification, according, to; Fig. 6 the inner hub-casing d acts essentially in, the manner described above. The projections 2, however, are in thismodification, of a ratchet or pointed shape, andtheinner hub-casing (Z, is provided: with a fixed; tooth, rim 8. With said tooth rim coracts ayring: 9, providedwith corresponding ,iteeth, which ring canbedisplaced axially, and is rotatable, on the: innerhub-casingd. The. ring, 9 is on its other edge provided with. pointed scores of different depths; below the part, where are foundntheiscores, the wall: of the inner hub-casing at is provided with two broad scores 10, which allow, an axialz'dis placement and a certain turning of theipr-o-i jections a. Said projections have such a height so as to reach flush with the outer surface of the ring 9, so that they can also co-act with the scores of different depths in the said ring.

This modification acts in the following In the position of the parts shown in Fig. 6 the sleeve m assumes the position corresponding to that shown in Fig. 1, in which the shifting mechanism is active, the ring a being far'enough to the right so as to be in engagement with the sleeve It. On backward pedaling, the sleeve m will be turned by the inner hub-casing a? so far backward, that the sleeve will be retained by the braking mechanism. A further back pedaling causes the projections a to slide along the oblique surface of the ring 9 and, influenced by the spring .9, fall into the shallow scores 11. The projections .e have hereby turned in the score 10 so far as permitted by the edges of the said score. A further back pedaling effects braking with full power. On subsequent forward pedaling the pro jections 2 will retain the ring 9 and prevent the same from participating in the turning. If now the forward pedaling is continued the engagement between the toothed edge 8 on the inner hub-casing, and the toothed durin ward; again after having pedaled; backward,

While the arrangement according, to, Fig. 6 causes-,theshifting, ofthe projections a backward; pedaling only. In, the modifi cations shown. in. Figs 6 and 7 the, change of, gearratio can, take place with less turning, of: the inner hubTcaSingiin relationto the sleeve m than in; the modification shown in Figs. 1-5.

l Having. now. described and; ascertained: my said; invention and in what manner same is, to be performed" I declare that what- I" claim. andv desire to secure. by U; S; A. Letters Patent is a r l 1. In bicyclegearingthecombination with a stationary axlehaving. a threaded; portion, asun gear loose on said; axle, a sleeve on; said axle having threaded engagement with said threadediportion and adapted to lock saidwsun gear to said axle, a revoluble wheel hub, a driving member geared to the wheel hub and sun gear, a friction ring connected to rotate with said driving member and adapted for engagement with said threaded sleeve to actuate the same for locking the sun gear on said shaft, and means operable by said driving member for optionally shifting said friction ring into and out of engagement with said sleeve.

2. In bicycle gearing the combination with a a stationary axle having a threaded portion,

a sun gear loose on said axle, a sleeve on said axle having threaded engagement with said threaded portion and adapted to lock said sun gear to said axle, a revoluble wheel hub, a driving member geared to the wheelhub and sun gear, a friction ringadapted for engagement with said sleeve to actuate the same for locking the sun gear on said shaft, means operable by said driving member for rotating and for optionally shifting said friction ring into and out of engagement with said sleeve, said means comprising an inner hub provided with inclined recesses and a sleeve having at least one projection engaging in said recesses and to which sleeve said friction ring is fixed, and means operable by said last mentioned sleeveto check the rotation thereof, whereby the projection carried thereby is forced to move in the said recesses, certain of the said recesses in the inner hub being of greater axial length than others.

3. In a bicycle gearing in combination with a stationary axle having a threaded portion, a driving member, a driven mem engagement with said threaded portion, and

adapted to lock said sun gear to said axle, a friction ring connected to rotate with said driving member and adapted for engagement with said sleeve to actuate the same for locking the sun gear on said shaft, means whereby said sleeve may be withdrawn from said sun gear, and means operable by said driving member for optionally shiftingsaid friction ring into and out of engagement with said sleeve, said transmis sion changing the relative speed of the driven member with respect to the driving member when said sun gear is looked as compared with the relative speed of the driven member when the sun gear is loose.

at. In a two speed gear apparatus in combination a wheel hub, a central fixed spindle for said hub, a driving member, and a multi-drive mechanism for transmitting motion between said driving member and said hub, said mechanism comprising a direct drive and a planetary gearlng, the sun gear of sa1d planetary gearing bemg supported from said fixed axle and capable of rotation .2

thereabout, and means for automatically locking said sun gear to said axle or releasing it for rotation as desired during the operation of changing from forward to back driving and renewing the forward drive.

5. In a two speed gear apparatus in combination a wheel hub, a central fixed spindle for said hub, a driving member, and a multi-drive mechanism for transmitting motion between said driving member and said hub, said mechanism comprising a direct drive and a planetary gearing, the sun gear of said planetary gearing being supported from said fixed axle and capable of rotation thereabout, means for automatically locking 7 said sun gear to said axle or releasing it for rotation as desired during the operation of changing from forward to back driving and renewing the forward drive, and means for braking said Wheel hub by a relatively long back driving.

In testimony whereof I have afiixed my signature in presence of two witnesses.

FREDERIK J OI-IANN ES OLSEN. Witnesses Vreeo BLOM, CECIL VILHELM SCHON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. 0. 

